Hankook Ventus V12 EVO's 255/40/19 front and 285/35/19 rear. Wheels are Forgestar CF5'ssadil said:Vista6019, what wheel/tire sizes are you running?
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Hankook Ventus V12 EVO's 255/40/19 front and 285/35/19 rear. Wheels are Forgestar CF5'ssadil said:Vista6019, what wheel/tire sizes are you running?
boro92 said:noise vibration harshness
PS - agreed with the above, you should definitely consider LCA relocation brackets. Your LCA's are totally angled upwards!
Swiesz said:Not to go off topic, but since LCA where brought up. Everyone car looks great and I am thinking about the hotchkins sport springs and lower relocation brackets. What should I do for control arms? Adjustable UCA and Non-adjustable LCA, or Adjustable LCA and Non-adjustable UCA or both adjustable.
Thanks
Stephen
how is the ride compared to stock? same/harsher/softer?GR8TOZ said:Mine on Eibach Pro Kit and adjustable panhard bar
further said:Regarding adj UCA and LCA: I'm no expert and my understanding is very basic, so if any of this is off, please be respectful and correct what is wrong. From what I'm learning, as said above, the adjustable components line up the rear once the car is lowered and angles are thrown off.
UCA: The pinion angle, I believe, is the angle the drive shaft makes with the ground. It will apparently become slightly diagonal (or off from the the two degrees mentioned in this video). This is more imprtant with a one piece drive shaft, which has less slop than a two piece. Tightening one of the adj UCA will pull one side up, changing the angle of the driveshaft.
LCA: Apparently, lowering the rear may render one tire to be slightly farther forward than the other, depending on the amount of drop. Shortening or lengthening your adj LCA's will pull or push that side of the axel back or forth, lining things back up to true.
Panhard: The stock is a diagonal brace connecting the frame to the axel. Dropping the back, the stock PB acts like a swing arm, throwing the back out sideways. Shortening an adj PB will line this back up.
LCA rear relo brackets: lowering the back pulls the back end of the rear LCA up. I guess when you accelerate, this will somehow pull the back up, making the car hop. Changing the angle back to parallel by lengthening the downward back attachment for your rear LCA, fixes this. I think over correcting by rendering the back of the LCA to point down, would do even more, by pulling the car down when you accelerate, a very nice plus for drag racing.
My current plan with the T springs is to install a PB, adj LCA's, and fix the two mentioned associated parameters myself. Then I'm going to a performance shop to have the camber/alignment set. While up, I'll have the pinion angle checked and decide if I need the adj UCA's.
A little stiffer,Justin said:how is the ride compared to stock? same/harsher/softer?
A little stiffer, not bad.Justin said:how is the ride compared to stock? same/harsher/softer?
Forgelines GAIR, 19x9F with 255/40/19, 19x11R with 295/35/19Boss949 said:GR8OZ,
Make/Size of Tires and Wheels?
Thanks
My complete package includes:Brandon302 said:I have the P springs also, have you noticed any noise from the rear after having them swapped over? I believe my sway bar endlinks are moving back any forth since they are too long now that the car has dropped.
ArizonaGT said:Roush Trak Pak / KW coilovers. Actually going to raise the front 1/4" or so and lower the rear 1/4" or so to even her out a bit.
That pic is with 18" wheels and 35ish series tires so there is a bit more gap than you would see on the street.
boro92 said:IMO, the present gap is perfect
What wheels are those? They look siiiiiiiiiiiiiiick
ArizonaGT said:Roush Trak Pak wheels, as well 18x10. They don't make them anymore